JPH01503697A - Device for controlling roll and yaw of aircraft - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

[Detailed description of the invention] Apparatus for controlling aircraft sway and yaw This invention uses electric flight control. The present invention relates to a device for controlling the roll and yaw of an aircraft used in the present invention.

Control of the aircraft's roll is achieved by energizing the ailerons and possibly spoiler flaps with the help of the control stick. Yaw control, on the other hand, is achieved by deflecting the rudder with the help of rudder pedals. It is known that it can be obtained by

(a) Deflection of the rolling control surfaces (ailers and spoiler flaps) causes the aircraft to roll sideways. It not only tilts the aircraft (roll control) but also prevents the aircraft from skidding, which reduces its performance. cause.

To avoid such skidding, simultaneously deflect the rudder in an appropriate manner. is necessary. (b) Rudder deflection not only controls the yaw of the aircraft; On the one hand, it causes the aircraft to skid, and on the other hand, it changes its roll position (rolling position). This increase in sway attitude, causing an increase in sway) makes the sway attitude less reasonable. 1 to maintain a constant value and prevent rolls caused by deflecting the rudder. The result is that it is necessary to deflect the roll maneuver in a reasonable manner to quickly move the aircraft. rotate. (c) The aircraft pitches sideways and both its rolling control surfaces and its rudder are deflected. Otherwise, it will not be natural in rolling, i.e. it will not maintain a constant rolling attitude. However, on the contrary, the roll attitude is on the inside of the turn (the aircraft launches against roll). either toward the outside of the turn (the convergence of the aircraft relative to the roll) to drift away. (d) lateral disturbance or propulsion imbalance engine failure> The aircraft then compensates by energizing the roll control surfaces and rudder. Take into account the roll position that must be taken into account. This also means that It is publicly known.

The foregoing indicates that roll and yaw control, on the one hand, are closely dependent on each other, and on the other hand, pilots often intervene in roll and yaw control along with mechanical flight controls. It shows that there must be.

Additionally, one electrical flight control may be used for no more than one flight computer. is known to be possible and to offer a considerable gain in mass over mechanical flight control. Ru.

An object of the present invention is to provide a device for controlling roll and yaw components of an aircraft, particularly an electric Designed for airborne flight control, it significantly reduces the pilot's workload in this area. It is important to have a device that is adapted to allow

Therefore, according to the present invention, the biasing member is biased from the first arbitrary biasing member (control stick). A second optional biasing member (rudder) via a rolling control surface and a mechanical transmission. the first and second optional biasing members including a rudder biased from the member; aviation The aircraft is equipped with electronic signals representing the roll rate, attitude, yaw rate and sideslip of the aircraft, respectively. The roll and yaw of the aircraft further includes equipment capable of providing air signals. What is the device to control?

The position, rolling speed, and attitude of the first arbitrary biasing member.

the yaw speed, the side slip, and the position of the second optional biasing member, respectively; A simple method for rolling control formed by a linear combination of electrical signals from electrical signals. a device capable of forming one electrical order and said single electrical roll control; a distribution device for controlling each of the roll control surfaces from the order via a biasing member; The position, attitude, yaw speed, sideslip of the first arbitrary biasing member and the second biasing member. a linear combination of the electrical signals from the electrical signals each representing the position of an arbitrary biasing member; A device capable of forming an electrical order for the yaw control formed by and a single combined operator of yaw control controlling said rudder via biasing means. the electrical yaw control order and the second optional biasing member for providing the electrical yaw control order; A device for combining mechanical orders directly coming in from f! : What I prepared for. Features.

Therefore, a device for controlling roll and yaw of an aircraft according to the invention , the yaw control parameters are considered to create a single yaw control order. conversely, the roll control parameters are integrated in the electrical yaw control order. I understand. As a result, the aircraft rolls due to the biasing of the rolling control surfaces. When pressure is applied, the resulting sideslip causes the pilot to no longer apply the rudder pedals. Deflect the rudder in a suitable manner so that no intervention is required to bias the rudder. directly prevented by the device of the invention. Aircraft yaws due to rudder energization When pressure is applied to the bar, the induced skid and resulting attitude Any suitable method where Elondo no longer needs to intervene to energize the control column. This is directly prevented by the device of the present invention which deflects the control surface from rolling. horizontal disturbance or if an engine failure occurs.

Corresponding changes in roll attitude with respect to the order given by the pilot on the control stick. said device for creating a single electrical order for roll control and by each of said devices for creating electrical orders for yaw control; , the roll control surfaces and rudders should be actuated against these fluctuations as small as possible. This results in the generation of control orders.

When releasing the control column, the aircraft always remains in a healthy flight configuration even when disturbances occur. For a given maneuver, the pilot no longer makes secondary efforts for this maneuver. In this way, the total amount of work for the pilot for this invention is reduced. Quite limited.

A failure occurred in this device, and the electrical order was changed for i-sway control and roll control. If generation is not possible, a single energizing a rudder pedal that operates on the rudder via said device that provides a coupling order; The aircraft is always maneuverable in roll and yaw as a last resort. It is further noteworthy that it will remain as it is.

In an advantageous embodiment, the device for creating a single electrical order for roll control is , the inputs are the position, roll velocity, attitude, and yaw velocity of the first arbitrary biasing member. , the electrical signals representing sideslip and the position of the second optional biasing member, respectively. a summing device which receives and whose output supplies said single electrical order for roll; It has multiple amplifiers connected in common. Similarly, electrical The device for creating an order has an input of the position of the first arbitrary biasing member; Roll speed, attitude.

said electrical signals representative of yaw speed, sideslip and position of said second optional biasing member; each signal, the output of which is a It is advantageous to have a plurality of amplifiers connected in common with the computing device.

Device for creating electrical orders of sheep for rolling and yaw Each of said amplifiers of the device for creating electrical orders has several different gains. It is preferable to use a type selected from the following values. In this way, flight configuration and aircraft The maximum suitable gain (positive or negative) for each of said amplifiers as a function of the speed of It is possible to give. Therefore, if the amplifier is optimally large for linear combinations of electrical signals, It is possible to provide a signal that is amplified to a certain degree. One example of different types of flight configurations For example, each flight mode corresponds to landing, takeoff, flight with clean wings, etc. , several gain values are provided as a function of aircraft speed. each flight The configuration originates from the pilot's order and is ensured by the flight configuration computer. Ru.

As a result, the gain of said amplifier is related to the means for measuring the speed of the aircraft. and is controlled by the flight configuration computer.

The device is configured to convert each deflection value of one plane into the roll maneuver into the single electrical order. This is a table that matches any value. In this way, this table Can be distributed to multiple memory locations. The electrical order of the aircraft and the current status of the aircraft As a function of the amplitude of the flight form, the table shows the optimal distribution it has in memory. supply. Of course, for a given distribution, the constant deflection value of said rolling control surface is Probably zero.

Further, (the device for supplying a single combination order for 1N swing control comprises one joints are fixed and the electrical and mechanical orders are fixed against yaw. added to each of the two sides of the articulated parallelogram around the fixed joint Consists of an assembly of levers forming a parallelogram that is deformable; For swing control a single coupling order takes one of the other sides of the parallelogram.

Device for creating a single electrical order for roll control and yaw control The device for creating electrical orders for is also called an inertial reference device. The onboard inertial device transmits signals representing roll velocity, attitude, and yaw velocity, respectively. Receive. On the other hand, on an airplane.

Sideslip is generally not measured. Therefore, the side effects of other special features of this invention Devices for controlling the sway and yaw components control the roll and yaw speeds on the one hand; degree electrical signal and the lateral acceleration signal given by said inertial device, on the other hand Emitting said electrical signal indicative of skidding from information regarding the deflection of the rudder and control surfaces. have the means to survive. The latter information regarding rudder and control surface deflection Information can be obtained from sensors or used to create electrical orders for yaw control. and the device for distributing a single electrical order for rolling. the electrical signal supplied by the device.

The device according to the invention is of a known type and is conventionally used in modern aircraft, the first a transducer for converting the inclination of any biasing member of the The apparatus may further include an integrator device for converting the required rolling velocity into an attitude reference value. preferable. Furthermore, if the integrator device is an integrator and its input is A phase advance amplifier having a common point for receiving the swing velocity and whose output is connected to a summing device It is advantageous if you have the following. In this way, the aircraft is neutral in roll. be. In fact, the biasing of said first optional biasing member causes a change in the attitude of the aircraft. When the pilot releases the first arbitrary biasing member in a hand that has obtained the desired value, in a known manner, the pilot releases the first biasing member. The latter naturally returns to its neutral position corresponding to a required roll velocity of zero. The result and Then, in the absence of external disturbances, the aircraft is operated by a pilot who Maintains the reference position obtained the moment the material is released.

In case of roll control surface saturation, the actual attitude adopted by the aircraft is determined by the pilot To avoid being delayed with respect to the attitude required by the integrator and between said point common to the amplifier and the input of said integrator. Either a generator that generates a signal consisting of a common point or a rate of variation of the actual position. Arrange a control switch that can be connected to the control switch, and when the order of the control rod is not zero, It is advantageous if said switch is controlled by the saturation of the rolling control surface. be. In order to introduce a phase advance, preferably said generator A signal is generated that is a linear combination of the function and the second derivative. Of course, the actual posture This velocity and acceleration of variation is provided by an on-board inertial device.

Instead of being roll-neutral for any value of attitude mentioned above, if the aircraft When the force is greater than a certain threshold in absolute value, it is stabilized by rolling, while the attitude If the absolute value is less than the threshold and remains neutral in the roll motion, then This is advantageous. Thus, if the attitude is greater than the threshold and the pilot When the driver releases the control stick, the 1 position automatically assumes a value equal to the threshold. difference Furthermore, if the roll attitude is a function of the control stick attitude above the threshold, then , it is also advantageous. Therefore, posture restrictions are obtained.

Therefore, according to the important features of this invention, on the one hand.

the transducer associated with the first optional biasing member above the threshold; The sensor supplies the required attitude value and is no longer desired as in the case below the threshold. On the other hand, this transducer output and integral the first means is disposed between the transducer and the first means for detecting a signal output from the transducer; Below the threshold, it is zero, but above the threshold, it is actually It is provided that it is possible to subtract a correction signal that is a function of the obtained attitude value. . Thus, above the threshold, the integrator device The difference between the desired position value supplied by and the aircraft's actual attitude value in 9 hours is Integrate the variable and provide the required position reference with its output. If the position φ is positive and the Preferably if it is greater than the positive value of the threshold +φS.

The correction signal is proportional to φ-φS, if the position φ is negative.

If the negative value of the threshold is less than -φS.

The correction signal is proportional to -φ+φS.

Similarly, the invention makes it possible to protect aircraft against shaking at high speeds. is important. In an advantageous embodiment, therefore, the aircraft speed threshold (maximum loss rate) or more, the transducer associated with the first optional biasing member The transformer supplies the desired position value, while below the velocity threshold this transformer The transducer provides the required roll velocity and the output of said transducer and the integrator placed between the devices, the second r-stage detects the aircraft from the signal emanating from the transducer. It is provided that a correction signal proportional to the actual pose can be subtracted.

This way, if the aircraft's speed becomes greater than the speed threshold, the pilot If the pilot releases the landing gear, the aircraft automatically assumes a zero attitude.

Said first and second subtraction means are preferably mounted in parallel and are and means for comparing speed and said speed thresholds.

According to other important features of the invention, a device for controlling roll and yaw; allows automatic correction of thrust imbalance due to engine destruction and therefore Allows for automatic correction of aircraft flight path control.

To counter the thrust imbalance, only the rudder that causes the aircraft to skid should be Deflect rudder and roll control surfaces that allow you to steer or skid It is known to do either of the following:

However, these methods are not equal as far as performance is concerned, and the rolling control surfaces It is possible to obtain correction without deflection, i.e. without using these rolling control surfaces. It has become clear that it is preferable to maintain the flight direction of the aircraft constant.

To clearly explain this phenomenon, the rolling control surfaces and rudder of an aircraft If it is assumed that at the moment one of the aircraft's engines is destroyed, it is presented in zero deflection. Ba.

All representative signals supplied to this device are zero at that moment. As a result, They cannot prevent the aircraft from being left rolling, this failure As soon as a balanced roll begins, the attitude and roll velocity signals counteract this roll. intervened on the rolling control surface to stop the aircraft from rolling.

The aircraft has attitude values, roll velocity, sideslip, and associated values of the amplifier gain of this device. stabilized by roll and yaw signals.

In this way, the movement to the control column is required to obtain a constant flight direction, i.e. zero yaw speed. There is a choice of action to the action or rudder pedals.

According to this invention, it is possible to take a constant flight direction, and the zero of the rolling control surface is reduced. A paddle and maintenance device is provided.

To this end, a device and equipment for creating electrical orders of grass for rolling control are required. Each device is equipped with an additional amplifier to create electrical orders for and yaw control. ing. The output of the amplifier is connected to a corresponding summing device.

Said additional amplifier is commonly connected with a device for correcting thrust imbalance.

This thrust imbalance correction device preferably comprises an integrator.The output of the binomial separator is the input of the integrator is zero current with respect to the first position of the switch. voltage and a constant reference voltage for the second position of the switch. . This switch is used when the aircraft is flying in a constant direction and the pilot selects the first option. The biasing member is released, and the rolling control surface is too deflected. by a controller causing the switch to assume said second position in response to a trigger condition; is controlled. The first optional biasing member is pressurized by a pilot. As soon as the deflection of the roll steering mK plane approaches zero, the control device Return the switch to its first position. If the above l-riga conditions.

When the aircraft is stabilized in roll and the effort exerted on the second optional biasing member is It is advantageous if it further includes the fact that it is zero.

The sign of the reference voltage depends on the direction of deflection of the rolling control surface.

Furthermore, with respect to other amplifiers, there is an electrical overhead for roll control and yaw control. The gain of the additional amplifier of the device for creating a controllable as a function of machine speed.

The figures in the accompanying drawings clearly show how the invention may be implemented.

FIG. 1 shows a jumbo engine to which the roll and yaw control device according to the present invention is applied. 1 is a perspective view of a jet commercial aircraft seen from above.

FIG. 2 is a block diagram of a roll and yaw control system according to the present invention.

Figures 3a, 3b and 3c show the electrical order and The configuration and operation of a device that attempts to combine FM orders is shown.

Figure 4 shows 7 roll and yaw as a function of flight configuration and speed of the aircraft. Coordination of equipment and electrical signals for distributing sheep roll signals to controls 1 schematically shows the gain of the amplifier of the device for making;

Figures 5 to 7 show three variants of the reference value generator for the roll attitude of the aircraft. An example is shown.

FIG. 8 is a diagram illustrating the operation of the generator of FIG. 7.

FIG. 9 shows a fourth modified embodiment of the reference value generator for the roll attitude of an aircraft. vinegar.

Figure 10 makes it possible to maintain a constant flight direction in case of thrust imbalance. The block diagram of the device shown in FIG.

In these drawings, like reference numerals indicate similar elements.

The jumbo jet civil aircraft 1 shown in the perspective view of FIG. 1 has a fuselage 2. Wings 3. vertical A stabilizer plate 4 and a horizontal stabilizer plate 5 are provided. It consists of two fixed under the wing 3 Propelled by engines 6 and 7. On the upper surface of N3, there is a restored aileron S, and It is equipped with a spoiler pump 9 and an air brake 10. There is. The vertical stabilizer 4 is equipped with a rudder 11. On the other hand, the elevator 12 It is articulated and connected to the rear edge of the flat stabilizer 5.

In a known manner, the roll control of the aircraft 1 is performed using the ailerons 8 and/or the spoiler flaps. obtained to energize the pump 9. On the other hand, the yaw control of the aircraft is controlled by the rudder 11. Therefore, it will be implemented. For this purpose, in the cabin 13 of the pilot 7 of the aircraft 1, at least one control stick 14 and at least one control stick 14 that the pilot can freely use. Two rudder pedals 15 (see FIG. 2) are provided. Control stick 14 rotates once Controls the rotation of the aileron 8 and the subboiler flap 9 around the axis X-X do. On the other hand, the rudder 15 rotates the rudder 11 around the rotation axis Y-Y. control. Due to overgrowth, the only horizontal ailerons 8 or spoiler flaps 9 The swing control surfaces are shown in FIG.

This invention provides an air brake 10. The control of the elevator 12 and possibly the horizontal stabilizer 5 is recorded. Ailerons with a result of not mounted8. Spoiler flap 9 and rudder This relates only to the control of No. 11.

As shown in FIG. Apparatus 16 and apparatus for creating a single electrical order for roll control device 18 for generating electrical orders for yaw control occurring at the output of 18; and 2.

The single roll order available at the output of the device 16 indicates that the aircraft 1 is in the desired roll order. A biasing member for each aileron 8 and/or each spoiler flap 9 to take a tilted attitude. 21 (e.g. a jack).

A function of the roll signal produced at output 17 and the speed of the aircraft and its input 20a The information related to the flight path phase (cruise flight, takeoff and landing, etc.) received by the As a number.

The desired rolling attitude can be achieved by controlling only the auxiliary X8 or controlling only the spoiler flap 9. control or integrated control of the aileron 8 and the spoiler flap 9. The dispensing device 20 is programmed to obtain the desired results.

The electrical yaw order available at the output 19 of the device 18 is the result of the yaw order. Biasing means 22 of the rudder 11 (e.g. applied to the Furthermore, the device 23 for coupling the yaw order is a mechanical transmission. It is connected to the rudder pedal 15 via a motion device 24 . In this way, the device 23 is control order by the force means 22 and/or direct control by the rudder pedals 15 Orders can be received. As explained below, it is a machine with an output of 25 A composite order is created for the yaw control that controls the rudder 11 via the target link 26. to be accomplished.

As can be seen schematically in Figures 3a, 3b and 3c, the yaw order coupling The device 23 is mounted around a pin 28 that is firmly fixed to the structure of the aircraft 1. Mechanical transmission 24 connected to the center part with an N-joint and connected to the rudder pedal 15 It has a lever 27 articulated at 30 with one of its ends. the other side At the end of the.

Lever 27 is articulated at 31 to the apex of angle 32 and One branch of constitutes an output 25 articulated to a mechanical link 26. Aang The other branch of the rod 32 is connected at 33 to the connecting rod 34 at a joint 31 opposite its end. Nodal jointed. The other end of the connecting rod 34 is articulated with one end of a lever 36 at 35. , the other end of the lever 36 is articulated around the fixation pin 28. Seki'B35 is It is connected to the biasing means 22 . Joints and pins 28.31.33 are deformable parallel Determine the quadrilateral.

Any deflection order can be applied to the rudder 11 by either the device 18 or the pedals 15. FIG. 3a shows the device 23 in a resting, i.e. neutral, position when ing. If the pedal is activated by the pilot.

Even though no order is entered by the device 18 (see Figure 3b), the lever 27 pivots about pin 28 and output 25 changes to position 25'. The result As a result, the rudder 11 is controlled in rotation about its axis Y-Y.

Conversely, if the biasing means 22 receives an order from the device 18.

Although the pedal 15 is in the neutral position (see Figure 3c), the lever 27 is in the position shown in Figure 3a. However, the angle 32 pivots about the joint 31. that , the output 25 of device 23 changes to position 25''. If an order from rudder 1 and an order from device 18 are received at the same time, it is It can be seen that the two orders are combined to control 1.

The control stick 14 has an electric current that depends on the inclination of the control stick 14 and represents the required swing speed φC. It is connected to a transducer 37 which provides an air signal to its output 38. this The signal φC is input to an integrator type device 39. Therefore, the three devices The controlled roll attitude value or reference value φC is supplied to the output 40 of the .

Furthermore, depending on its position, the rudder pedal 15 receives an electrical signal representing the control direction DC. transducer 4] which supplies at its output 42.

Aircraft 1 has a roll velocity p and an actual roll attitude φ at outputs 44, 45 and 46. and a conventional yaw rate meter, commonly referred to as IR3, which can be supplied with a A gender reference device 43 is provided. Rolling velocity output from the inertial reference device 43 p and yaw velocity meter information are input to computer 47. In addition, the compilation The computer 47 has an input 48 that connects the distribution device 20 or a sensor ( deflection value dpa of the aileron 8 and spoiler flap 9 directly from any of the and dps, and with four inputs, the navigation system supplied by the IR3 device 43. The lateral acceleration ny of the aircraft 1 is received. Finally, at input 50, computer 47 , either from the sensor 51 connected to the rudder 11 or from one of the outputs of the device 18. Receive the rudder deflection value dr. Data r, p, dpa.

From dps, ny and dr, computer 47 determines that it An estimate β for the sideslip of the aircraft 1 is calculated which is supplied to the output 52 of the aircraft 1 .

The device 16 for producing a single roll signal is designated by 6, respectively designated a to f. The gain of each amplifier is later designated as Ka~Kf. Ru.

The inputs of the amplifiers a-f are the output 40 of the integrator device 39 and the inputs 4,4.4 of the device 43. 45 and 46. Output 52 of computer 47 and output of transformer 41 42, respectively. The outputs of these amplifiers are connected to adder 53 . The output of this adder 53 forms the output 3 of device 16. As a result, the output 1 7, a horizontal vibration (paddle vibration control) order dp occurs as shown in the following equation.

(1) dp = Ka, φc+Kb, p+Kc, φ+Kd, r+Ke, β 10 Kf, Dc as well as a device 18 for creating an electrical yaw signal.

It includes six amplifiers, each labeled g~1, and the gain of each of the amplifiers is is indicated as Kg to Kf.

The inputs of the amplifiers g-l are the output 40 of the integrator device 39 and the output 44.45 of the integrator device 43. and 46. Output 52 of computer 47 and output 4 of transformer 41 2, respectively. The outputs of these amplifiers are connected to a summer 54. child The output of adder 54 forms device 18. As a result, with one output, the following The order dr of the direction (or rolling) is generated as shown in the equation.

(2) dr = Kg, φc+Kh, p+Ki, φ+Kj, r+Kk, β+K1 ．． Each of the Dc amplifiers a to 1 is a variable gain amplifier, and is equipped with a gain controller 55.

As can be seen in the fourth [2I, the input 55 of said amplifier as well as the input 2 of the distribution device 20 0a includes a controller 56 and a controller 56 which itself receives information from the flight configuration computer. and means 58 for measuring the speed of the aircraft 1 . in this way , the gain values Ka to Kl of the amplifiers a to 1 and the ailerons 8 and spoiler flaps 9. Deflection values dpa and dps can be made as a function of aircraft flight configuration and speed It will be adjusted as best as possible.

As mentioned above, at each instant, the sideslip slip value β is calculated by the computer 47. . To that end, the latter is the lateral acceleration ny (also called the lateral load coefficient) and the lateral air velocity The following relational expression (3) that combines energy is used. In fact, this equation (3) is as follows become.

(3) ny=-V/g・(Cyp, p+Cyr, r+Cyr, β+Cyd r, dr ten Cypa.

dpi+cyps, dps) Here, ny, p, r, β, dr, dpa and dps have the above-mentioned meanings, and others The parameters of are as follows.

■、Linear speed of the aircraft g: acceleration of gravity cyp: Cyp, p is the rolling velocity relative to the sum of lateral forces applied to the aircraft 1 The aerodynamic coefficient that represents the contribution of p Cyr: Cyr, r is the yaw speed r relative to the sum of lateral forces applied to the aircraft 1 The aerodynamic coefficient represents the contribution of cyβ・cyβ, β is the contribution of sideslip β to the total lateral force applied to the aircraft 1. The aerodynamic coefficient that represents Cydr: Cydr, dr is the rudder for the sum of lateral forces applied to the aircraft 1 The aerodynamic coefficient represents the contribution of 11 deflections. Cypa: Cypa, dpa is the supplement to the sum of the lateral forces applied to the aircraft 1 Aerodynamic coefficient representing the contribution of deflection of wing 8 Cyps: Cyps, dps is the speed relative to the total lateral force applied to the aircraft 1. The aerodynamic coefficients described above are such that they represent the contribution of the deflection of the poiler flaps 9. Depends on the air pressure and mass of the aircraft 1. Furthermore, they vary with their incidence do. For example, they have five memories that receive the incident and air pressure at inputs 60. Stored in table form. This incidence and this air pressure are measured by a sensor (as shown). (without). Thus, at its output 61, the memory 59 47 provides the current value of the aerodynamic coefficients. Additionally, via link 62 The computer 47 calculates the speed of the aircraft supplied by the measuring means 58! below Calculate the value of sideslip β using the formula.

(4) β=-1/CyrIg/Lny+Cyp, p+Cyr,r+Cy dr, dr ten Cypa, dpa+cyps, dps) is directly derived from equation (3).

In the apparatus of FIG. 2, the gain Kf of the amplifier of the apparatus 16, i.e., the roll control The magnitude of the movement of the rudder pedals 15 to the side caused by the rudder 11 7 Therefore, any movement (without j) against the control rod 14 should be It is chosen to maintain a low roll attitude while in a skid. of amplifier 1 of device 18 Gain K1. That is, the magnitude of the movement of the rudder pedal 15 to the rudder 11 is The maximum deflection of the rudder is chosen to correspond to the entire stroke of the rudder 15. Device 18 amplifiers g, h.

The gains Kg, Kh, Ki and KJ of i and j, i.e. the roll control criterion φC and the magnitude of the reaction parameters p, φ and r to the direction of the rudder pedal 15 to permanently offset the sideslip caused by the control of the rudder 11 are selected as such. Amplifier of device 16.

The gains Kb, Kc, Kd, Ke of c, d and e and the amplifier of device 18, i, The gains of j and k Kh, Ki.

Kj, Kk, i.e., the reaction parameters p, φ, for roll and yaw; The magnitude of r and sideslip β motion is well determined by well braking the touch roll. selected such that the time constant obtained is compatible with and derives from the controllability of the aircraft 1. .

In addition to determining the magnitude of the criterion φC for the static parameter φ of the reaction Allows you to adjust the gain.

FIG. 5 shows a first embodiment of an integrator arrangement 39 that provides a controlled roll attitude value. vinegar. In this embodiment, the required rolling velocity value φC is generated by energizing the steering column 14. between the input 38 that controls the input and the output 40 that enables the controlled roll attitude value φC. An integrator 63 and an adder 64 are arranged. Furthermore, the integrator 63 An amplifier 65 is provided in parallel with. The input of the amplifier 65 is connected to the input of the integrator 63. have a common point 66 and are therefore connected to input 38 from there. amplifier The output of 65 is connected to adder 64. Thus, at output 40.

A summation of the signals provided by integrator 63 and amplifier 65 occurs, the latter leading in phase. bring about gain. As aforementioned.

The integrator device 38 shown in FIG. 5 allows the aircraft to obtain neutrality in case of roll. make it possible.

However, if one roll control surface 8, 9 fails, such implementation It can be seen that the examples are insufficient. In that case, in fact, the pyro The criterion φC required for the jet exceeds the possibility of the aircraft 1, especially at low speeds3.Then, Flight control saturates with rolling control surfaces, but φ and φC are not equal. . Therefore, the reference φC fluctuates more quickly than the actual attitude φ, and this condition may persist for a few moments. If the time is extended, the difference φ−φC becomes very large. Therefore, Pyro When the robot obtains a satisfactory attitude value and releases the control stick 14 as a result, this difference φ−φ C remains in an attitude close to that obtained when the control stick 14 is moved H (as described above). Instead, aircraft 1 tends to continue to obtain very different values of φC. have for the result. This results in considerable disturbance to maneuvering.

The embodiment of FIG. 6 attempts to overcome this drawback. In this example, the product There is a controlled two position switch 67 between the input of the divider 63 and the common point 66. These first For position 1, switch 67 connects point 66 to the input of integrator 63. Second For the position of , the input of the integrator 63 is the first-order to a device 68 for receiving the derivative φ and the second derivative φ and providing a signal of φ to the form φ+; It is connected. The switch 67 outputs dp (output 17) while the deflection of the control stick is not zero. ) is controlled by six detectors that detect the saturation of 6 detectors reach saturation of ap switch 67 will remain in its first position unless it detects control column deflection or control stick deflection. Therefore, the operation of the three devices in the 61st'2I is the same as the operation of the three devices in the 5th [21st]. 6 On the other hand, as soon as the detector 6 detects the saturation of the rolling control surface, it 3 switches the switch 67 to its second position as a result of receiving the signal φ to Do it like this. It varies depending on the maximum speed φ to be supplied.

Furthermore, if the neutrality of the aircraft in the aforementioned roll is at a threshold φS9, e.g. However, other On the other hand, in that case, if the control stick 14 is released, the actual attitude φ returns to the value φS. Above the threshold of 65, meaning that the aircraft is stable in roll. That is advantageous. When the threshold is 65 or more, the actual rolling attitude φ is 14 on the control stick. It is also advantageous if it is a function of the position of . In fact, in that case you can exceed In that case, the horizontal swaying posture that cannot be changed is the same for all movements of the control rod 14.

A restriction on the rolling attitude φ is obtained. Three integrators that can obtain results like this An example of this is shown in FIG.

In this embodiment of FIG. 7, six of the components 63 to 6 of FIG. 6 are arranged. Sara Between the output of transducer 37 and common point 66, there is a signal from output 38 and an intensifier. A subtracter 70 is arranged to receive the output signal of the width filter 71.

The input of the amplifier 71 receives the value of the actual roll attitude φ from the TR3 device 43. It is connected to the output of device 72.

Comparator device 72 provides a signal S at its output as follows.

a) If the absolute value of φ is less than the absolute value of the threshold φS, then S-0. Ru.

b) If φ is greater than +φS, then S = φ − φSC) If φ is less than −φS Then, the variation of the signal S as a function of S-1φ0φSφ is No. 8121 indicates the maximum value to be taken.

Furthermore, when the actual rolling attitude φ is smaller than −φS or larger than +φS, Transducer 37 no longer provides the roll velocity reference φC, but the desired It is provided to supply the attitude φd of . For this purpose, the transducer 37 The magnitude φ resulting from the output 45 of the inertial reference device 43 is received.

In this way, when the actual posture φ is included between −φS and +φS, the seventh (21st The operation of the device is the same as that of FIG.

On the other hand, if φ is greater than +φS or less than -φS, switch 67 is indicated by a solid line. When in the position shown, if K is the gain of amplifier 71, then f1 divider 63 has a difference φ d-K.

Receive S. This difference varies as a function of time. As a result, posture standards φC is the result of integrating S into φd− by the integrator 63.

In a permanent situation, the signal at the input of the integrator 63 is at that instant φd-, S=O The result is O.

Consequently, if -φ is greater than +φS.

φd−, (φ−φ5)=0 or φ·φS + φd/. If −φS than If it is small, φd-K(-φ+φ5)=Oi or φ=φS-φd/.

Consequently, if the pilot releases the control column 14, φd is equal to 0. , the aircraft naturally assumes an attitude φ equal to φS.

Furthermore, if 66M is the maximum displacement of control stick 14, transducer 37 If we indicate the maximum value of the desired attitude φd provided by Therefore, the maximum value φM taken is φs+(φdM/K) or φ depending on the sign of φ. It can be seen that it is equal to either s-(φdM/K).

Figure 9 is similar to the device in Figure 7, but aircraft 1 does not receive a So that speed limits below the verified speed can be automatically taken into account The completed device is shown. This kind of speed restriction is - most commonly referred to as ``speed protection.'' It will be done.

For this purpose, an amplifier 73 and a time constant are connected in parallel with the amplifier 71 and the signal generator 72. Several W74s are provided.

The output of amplifier 73 is connected to the subtraction input of subtractor 700. On the other hand, the control device 7 5 is the input attitude 6 input from the TR3 device 43 into the input or time setting of the 1 generator 72. is provided to supply any of the inputs of the number device 74.

For this purpose, a switch 76 is provided which is controlled by a device 75. this The latter receives the actual speed VC of the aircraft supplied by device 58 and uses it to navigate. A comparison is made with the maximum operating speed value VMO determined by the builder of the aircraft 1. If VC is smaller than VMO, switch 76 sends information φ to generator 72 (see FIG. 9). (position shown). In that case, the device may be used in the same manner as described above with respect to FIG. It works in one way. On the other hand, if V( is larger than VM○, then device 7 The time constant 74 is configured to switch with the switch 76 as a result of receiving the attitude φ. .

On the other hand, the f& person supplies the required attitude value φd and no longer supplies the rolling velocity value φC. The transducer 37 is controlled so that it does not occur. As a result, if Kl is amplified The signal at the three inputs of the integrator is the time variable difference φd −K l, equal to φ.

In the permanent situation, φd-Kl with the result of φ-φd/Kl.

φ=0.

As a result, if the control stick 14 is released after exceeding the maximum operating speed ( That is, if φd=o).

The attitude of the aircraft 1 becomes O. In other words, the aircraft automatically adopts a flight configuration with flat wings. Return dynamically. The time constant device 74 is.

We have to make sure that we don't do this automatic return to the O position for that purpose without anger. Must be.

Furthermore, as mentioned above, the device according to the invention is suitable for that purpose, especially for engines. In case of failure, constant flight direction (r = 0) without deflection of the rolling control surface (dp = 0) The thrust imbalance must be corrected to allow the aircraft to fly at Must be.

To this end, two amplifiers 1 are provided in the device 16 and in the device 18 respectively. A thrust imbalance corrector 80 is provided to provide the same output signal to both the (Compare Figures 2 and 10). Regarding the amplifier area--L.

The output of amplifier m- is connected to a summing device 53, and the gain Km of said amplifier m is It can be controlled by input 55 as a function of the flight configuration and speed of aircraft 1. similar , with respect to amplifiers -g- and L, the output of amplifier, D-, is connected to a summing device 54. and the gain Kn of the amplifying device is entered as a function of the flight configuration and speed of the aircraft 1. It can be controlled by force 55.

As can be seen in FIG. 10, the device 80 comprises a constant reference voltage generator 81. . The sign of the reference voltage, ie.

The positive or negative sign is controlled by the sign of the signal dp appearing at the output 17 of the device 16.

In other words, the sign of this reference voltage depends on the deflection direction of the rolling control surfaces (8, 9). Ru. This reference voltage, ie, 0 voltage, is input to the integrator 82 via a switch 83. is applied to The output of integrator 82 is connected to amplifier m- and two, and switch 8 3 is a control that receives signals representing the position of the roll velocity and the position of the rudder pedal 15; control device 84.

When switch 83 is in the first position connecting zero voltage to integrator 82, device W80 It has no effect. The apparatus of FIG. 2 operates as described above.

The control device 84 causes the 6 switch 83 to be activated from the first position when the following conditions are simultaneously met. The generator 81 is switched to a second position where it is connected to the integrator 82.

<a> The aircraft 1 flies in a constant flight direction. Whether this condition is met In order to verify whether the yaw speed is If this signal r is below a predetermined threshold for a predetermined period of time (several seconds), If the value remains small, it follows that the flight direction of aircraft 1 remains constant. It will be done. (b) The control rod 15 is not pressed (φC=O), that is, the aircraft 1 is Rolling is uncontrolled. Device 84 verifies that φC=O. (c) The deflection of the rolling control surfaces (8, 9) exceeds a predetermined threshold. for that, The device 84 examines the signal cip at the output 17 and P-waves it for a predetermined period of time (number of seconds), whether this signal ap is greater than or not greater than a predetermined threshold. Verify whether

For these three simultaneous conditions, device 84 provides improved control. It is advantageous to add the following two conditions.

(1) Aircraft 1 is stable against rolling. The device 84 detects when the signal p is Check whether it is above a predetermined threshold for a few seconds.

The device 84 performs a comparison operation with a result that is produced in the form of logic or in the form of software. It can be seen that only the work is executed.

In both cases known constructions are presented which do not require detailed description.

When the device 83 is in the second position, and further for the combination of the above conditions, the integrator 82 is a constant reference, with the result that a ramp signal appears at the input of amplifier m- and two. The signals supplied to voltages 153 and 54, respectively, will therefore vary and covers all possible combinations of flight in a given direction of flight. ap=o is output 1 7, the device 84 switches the switch 83 to its first position. I will do it. As soon as pressure is applied to the control stick 14, φC is no longer O. The same thing applies as soon as it runs out.

international search report international search report

Claims (20)

[Claims] 1. The rolling control surfaces (8, 9) and are biased from the first optional biasing member (14). and a second optional biasing member (15) via a mechanical transmission (24). a rudder (11) associated with the transducer (37, 39-41); said first and second optional biasing members (14, 15) depending on the position of said members. The aircraft (1) receives electrical signals to determine the rolling speed and shape of this aircraft. A handheld device capable of supplying electrical signals representative of force, yaw velocity, and sideslip, respectively. for controlling roll and yaw of an aircraft further comprising stages (43, 47); In the device, the position, yaw speed, attitude, and yaw speed of the first arbitrary biasing member; the electrical signals representing the degree, side slip and the position of the second optional biasing member, respectively; A single electrical signal for roll control formed by a linear combination of electrical signals from a device (16) capable of forming a physical order and said single electrical roll control; distribution controlling each of said rolling control surfaces from the order via a biasing member (21); a device (20); the position, attitude, yaw speed, sideslip of the first arbitrary biasing member and the second biasing member; a linear combination of the electrical signals from the electrical signals each representing the position of an arbitrary biasing member; A device capable of forming an electrical order for the yaw control formed by (18) and yaw controlling said rudder (11) via biasing means (26). said electrical yaw control order to provide a single combined order of control. Connecting the mechanical order directly coming from the second optional biasing member (15) a device (23) for A device for controlling roll and yaw of an aircraft, characterized by comprising: 2. The device (16) for creating a single electrical order for roll control comprises: A plurality of amplifiers (a to f) are provided, and the input of this amplifier is connected to the first arbitrary energizing section. The position, yaw speed, attitude, yaw speed, sideslip of the material (14), and the second said electricity representing the position of the biasing member (15) of interest; each receiving a signal, and the output of said amplifier is applied to said single voltage for roll control. characterized in that they are commonly connected to an adder (53) that supplies the physical order. 2. The device according to claim 1. 3. A device (18) for creating electrical orders for yaw control includes a plurality of Amplifiers (g to l) are provided, and the input of this amplifier is connected to the first arbitrary biasing member (1). 4) position, yaw speed, attitude, yaw speed, sideslip, and the second optional attachment. each of the electrical signals representing the position of the biasing member (15) is received, and the output of the amplifier is is common to the adder (54) that supplies the electrical order for yaw control. Device according to claim 1, characterized in that the device is connected. 4. Said device for creating a single electrical order for roll and yaw The amplifiers (a to f or g) of the device for creating electrical orders for control ~l) are of the type whose gain can be adjusted, and the gain of the amplifier is: Claim 2 characterized in that the control is performed as a function of the flight configuration and speed of the aircraft. or the device described in 3. 5. Said device (20) for distributing a single electrical order for rolling motion comprises: The deflection value of each of the rolling control surfaces (8, 9) is set to an arbitrary value of the single electrical order. The device according to claim 1, wherein the table is a table for matching the value of Place. 6. said device (23) for providing a single combined order for yaw control; , constituted by an assembly of levers forming a parallelogram that is deformable, One joint of the parallelogram is fixed and the electrical order for yaw control is and the mechanical order of the parallelogram articulated around the fixed joint. are applied to two sides (27, 36) respectively, while a single characterized in that the bond order is taken at one side (32) of the other side of the parallelogram. 2. The device according to claim 1, wherein: 7. It is, on the other hand, the roll and yaw velocity and lateral acceleration of the aircraft. On the other hand, sideslip is expressed from the information on the deflection of the rudder and the rolling control surface. Claim characterized in that it comprises means (47) for generating said electrical signal. The device according to item 1. 8. It changes the inclination of said first optional biasing member (14) to the required roll velocity. converting the transducer (37) and the required rolling velocity to the attitude reference value. Device according to claim 1, characterized in that it comprises an integrator device (39) for converting. . 9. The integrator device (39) includes an integrator (63) and a phase advance amplifier (65). , the inputs of this amplifier have a common point (66) for receiving said desired roll velocity. and the output of the amplifier is connected to an adder (64). 9. The device according to claim 8. 10. The integrator (63) is connected between the common point (66) and the input of the integrator (63). 3) by outputting a signal consisting of the common point (66) or the actual posture fluctuation speed. A controlled switch (57) that can be connected to any of the power generators (68) ) is arranged, and the switch (57) controls the horizontal vibration when the order of the control stick is not 0. 10. Device according to claim 9, characterized in that it is controlled by saturation of control surfaces. 11. The generator (68) generates a linear combination of the first and second derivatives of the rolling attitude. 11. The device according to claim 10, wherein the device outputs a signal. 12. Above the posture threshold (φs), the first arbitrary biasing member (14) The associated transducer (37) provides the required roll attitude value (φd) and On the other hand, below said threshold, this transducer (37) the output of said transducer (37) and said integrator device (39). In between, it is 0 below the threshold (φs), but below the threshold The correction signal (S) is a function of the attitude value actually achieved by the aircraft (1). can be subtracted from the signal generated from said transducer (37). Claims 8 to 1 characterized in that one means (70, 71, 72) is provided. 1. The device according to any one of 1. 13. If the attitude φ is positive and greater than the positive value of the threshold + φs, then The above correction signal (S) is proportional to φ−φs, and if the attitude φ is negative, the above threshold If it is smaller than the negative value -φs, the correction signal (S) is proportional to -φ+φs. 13. The device according to claim 12, characterized in that: 14. Above the velocity threshold (VMO) of the aircraft (1), said first optional The transducer (37) associated with the biasing member (14) obtains the required attitude value (φd). while below said velocity threshold, this transducer (37) supplying the required roll velocity, the output of said transducer (37) and said integrator A correction signal proportional to the actual attitude of the aircraft is connected between the device (39) and the transducer. second means (70, 73, 74) according to any one of claims 8 to 11. equipment. 15. The first and second subtraction means are provided in parallel, and the speed of the aircraft and the second subtraction means are arranged in parallel. be actuated alternately by means (75, 76) for comparing speed thresholds; 15. Device according to claims 12 and 14, characterized in that: 16. Device (16) and device for creating a single electrical order for roll control each of the devices (18) for creating electrical orders for and yaw control; An additional amplifier (m or n) is provided, the output of which is connected to a corresponding summing device (53 or 54), and the additional amplifiers (m and n) compensate for the thrust imbalance. Claims 1 to 3 are characterized in that they are connected in common with a device for correcting (80). 16. The device according to any one of 15. 17. The thrust imbalance correction device (80) includes an integrator (82), and the integrator The output of is fed to the additional amplifiers (m and n), and the input of the integrator is For the first position of the switch (83), it is connected to zero voltage and the second position of said switch Connected to a constant reference voltage for a given position, this switch When the pilot releases the first optional biasing member and the rolling control surface is So that it takes the second position as it is too deflected due to typical trigger conditions. The first optional biasing member is controlled by a control device (84) that As soon as the deflection of the rolling control surface approaches zero due to the pressure applied by the A control device (84) moves said switch (83) from its second position to its first position. 17. The device according to claim 16, characterized in that the device is returned to its original position. 18. The trigger condition further includes that the aircraft is stabilized in roll and a second optional biasing member is activated. Claim 17, characterized in that the effort exerted on the material is zero. equipment. 19. The sign of the reference voltage is characterized in that it depends on the deflection direction of the rolling control surface. 19. A device according to any of claims 17 or 18. 20. The above for creating electrical orders for roll control and yaw control The gain of the additional amplifiers (m and n) of the device (16 and 18) is Claim characterized in that it can be controlled as a function of flight configuration and speed. 20. The device according to any one of 16 to 19.